Step-Free Access (1)

Tony Devenish: Given that, in percentage terms, Hammersmith & Fulham has one of the lowest rates of step-free Tube Stations of any London Borough when will there be step-free access at Putney Bridge?

The Mayor: Around 34 per cent of the Tube network will be step-free by the end of 2022, with upgraded stations including Harrow-on-the-Hill, Knightsbridge and Moorgate. Additional step-free schemes being explored beyond 2022 are subject to appropriate funding being available.
Transport for London (TfL) continues to work with stakeholders and developers to explore options for funding further work at other locations across its network, as well as to ensure safeguarding is in place while long-term funding options are identified.
Although TfL does not currently have plans to install step-free access at Putney Bridge station, it has recently launched a consultation that asks people who rely on step-free access how step-free stations should be prioritised in the future. The consultation is open until 10 February 2022, and can be found here: https://haveyoursay.tfl.gov.uk/tube-step-free-access.

Reduced Bus Frequency

Tony Devenish: Please list every London bus route which has a reduced frequency today in comparison to 1st January 2019, including details of what reduction has taken place and when.

The Mayor: Transport for London (TfL) keeps the bus network under constant review to ensure services reflect changing demand and deliver value for money. Since 1 January 2019, TfL has made frequency reductions to 64 routes and withdrawn 6 routes. During this time TfL has also increased frequency on 26 routes and introduced 11 new routes.
A list of these routes has been provided as an attachment

The Mayor: 4982 - Bus Frequency Reductions v2.xlsx

Trial of longer semi-trailers (LSTs)

Caroline Pidgeon: Has the Department for Transport longer semi-trailers trial been operated in London and, if so, has any safety evaluation been undertaken specifically relating to their use on London’s roads?

The Mayor: There are currently 2,696 longer semi-trailers (LSTs) registered for the Department for Transport’s (DfT) trial as at May 2021. While there are no restrictions on where in Great Britain the registered LSTs can operate, any operational data shared between operators and DfT’s independent trial evaluators, Risk Solutions, is confidential. The annual trial evaluation reports do not include any routing details.
The data available suggests that the LST fleet does not have a higher incident rate than the average for GB articulated Heavy Goods Vehicles (HGV) on urban and minor roads. It is also unlikely that the LST incident rate for roads used by vulnerable users is higher than the average for the GB HGV articulated fleet.
A safety evaluation for London has not been undertaken, but the assumption is that these LSTs are used mainly for trunking routes between Regional Distribution Centres (RDC) not for multi-drop operations within urban areas. All operators are required to report all incidents and collisions to allow further evaluation. The latest report can be found at the following link: https://assets.publishing.service.gov.uk/government/uploads/system/uploa...

TfL Enforcement Officers

Tony Devenish: Freedom of Information Requests have discovered that you are employing 500 enforcement officers who refused tube entry to just 30 people within a month for failing to wear a mask, despite non-mask wearing being widespread across the TfL network. Do you think this provides value for money for Londoners or an effective fight against Covid, particularly whilst you talk about the decimation of tube and bus services?

The Mayor: Transport for London’s (TfL) enforcement officers have worked tirelessly on the front line throughout the pandemic. Their responsibilities include tackling fare evasion, enforcement of road regulations, byelaws and conditions of carriage, and compliance with taxi and private hire regulations. They are specially trained and take a 4Es approach - engaging, educating and encouraging compliance with requirements, and then enforcement – and have good results.
The Government’s removal of national requirements for face coverings on 19 July 2021 limited the action TfL could take in tackling non-compliance, including no longer issuing Fixed Penalty Notices (FPN) and pursuing prosecutions. I consistently called for these to be re-introduced and welcomed the Government’s announcement to this effect on 30 November 2021.
Since the national requirement were re-introduced on 30 November until Tuesday 14 December, TfL’s enforcement officers and its policing partners have stopped 21,602 people from getting on its public transport services until they put on a face covering. Most complied by getting their face covering from their bag or pocket and putting it on correctly, or purchasing one from a shop. Enforcement officers have also prevented 1,038 passengers from boarding services, 491 have been directed to leave services, and 823 have been reported for an FPN. FPNs are not issued on the spot. They are issued by TfL’s Prosecution Team once the evidence and personal information has been verified. As of 15 December 2021, 536 FPNs had been issued and the remaining reports are being processed.
TfL would like to invite you to accompany their enforcement officers as they patrol the network, so you can experience directly the value they provide and would be happy to arrange this according to your schedule.

Funding for cycle training

Siân Berry: What is the reason for your decision to cut cycle training budgets provided from Transport for London (TfL) part-way through this financial year, rather than increasing cycle training investment to support more people to cycle? Will you also consider giving the instructors employed through the remaining TfL schemes an overdue pay rise?

The Mayor: Transport for London (TfL) and I are grateful for cycle instructors' dedication and hard work, especially during the pandemic. I understand your concerns and we are working hard to secure a long-term funding agreement for London.
TfL allocated £4m for cycle training in its original full budget for 21/22. This was approved by the TfL Board in March 2021, however, was dependent on the Government providing £2.7bn of funding support.
TfL only got £1.8bn of confirmed Government funding which included £100m for active travel. Given this significant shortfall in funding TfL had to prepare a Revised Budget in July 2021. As part of the Revised Budget, cycle training was still allocated £2.55m, which is the highest TfL budget for cycle training for several years. In previous years, cycle training budgets were also topped up by boroughs from their local Implementation Plan (LIP) budgets and small underspends from other borough budgets. In 2019/20 TfL allocated £2m to cycle training, and this was topped up by £4.2m from the boroughs LIP allocations and other borough budgets. Unfortunately, boroughs have not been unable to fund cycle training from their LIP allocations since the way we fund boroughs has had to change.
TfL recognises the importance of cycle training, so as part of that Revised Budget it called on Government to provide an additional £50m of funding for active travel (including LIPs) and confirm this well ahead of December so TfL and the Boroughs could prepare to deliver this funding effectively.The Government have not yet responded to this request.
Boroughs hold the contracts for the delivery of cycle training, so the amount that it paid to cycle instructors is a matter for them to discuss directly with their cycle training providers.

Rail Network Enhancements Pipeline

Elly Baker: Following Question 2019/3948, can you confirm whether Transport for London submitted, or has plans to submit, any projects to this pipeline?

The Mayor: Transport for London (TfL) has not submitted any projects to the Department for Transport’s Rail Network Enhancements Pipeline and has no immediate plans to do so.
Through its close work with Network Rail, TfL has expressed support for projects passing through the pipeline that meet its strategic aims and aspirations, including the recent station upgrade at Denmark Hill and the proposed station upgrade at Peckham Rye. TfL also continues to support schemes entering the pipeline via Network Rail’s long-term planning process, where these meet the criteria outlined above.

Zero-Emission bus routes (1)

Unmesh Desai: A constituent has raised concerns with me that buses on Route 135 have been renewed with existing diesel and hybrid buses, rather than with electric buses. I know you have committed to all new double deck buses being hybrid, electric or hydrogen. When do you envision the majority of buses being truly zero-emission?

The Mayor: In September I announced an acceleration by three years of the default date for the entire bus fleet to be zero emission from 2037 to 2034, made possible by changes in processes and efficiencies and suppliers’ responses. My desire is to bring this date forward to 2030 if feasible, to accelerate as far as possible London’s and the UK’s transition to net zero carbon emissions. This would require additional Government funding and matched ambition from manufactures and operators.
Transport for London (TfL) has set out options for achieving a fully zero emission fleet in its Financial Sustainability Plan, but these are dependent on funding certainty from government. If TfL is forced to implement cuts to the bus network, as is anticipated under the managed decline funding scenario, this would impact its ability to introduce new electric buses, delaying the completion of a zero emission bus fleet beyond 2034

Hate Crime in London

Caroline Pidgeon: Every single category of hate crime has risen in the capital in the year to November 2021, compared with the previous year. What more will you be doing, in addition to current work taking place, to stamp down on hate crime in the capital, especially given the awful impact these crimes have on both individuals and communities across London?

The Mayor: My determination to combat the scourge of hate crime, and to celebrate the diversity that is one of London’s great strengths, is undiminished. My Police and Crime Plan, currently out for public consultation, outlines how I will meet that challenge.
I will continue to support campaigns such as TfL’s “Together Against Hate” campaign to raise awareness of hate crime and reach out to those affected. My Shared Endeavour Fund will support projects that specifically address all forms of hate and intolerance, and increased investment will provide specialist support for a greater number of hate crime victims.
Alongside this, the MPS has refreshed its approach to tackling hate crime, improving support to victims, providing stronger responses towards offenders and focusing on performance and improved outcomes. Its new Hate Crime Risk Assessment tool will improve the investigation of hate crime reports and deliver a better service to victims.

Deaths in the Somali community

Caroline Russell: There have been several deaths recently of young people in the Somali community in London. What work are you doing with people from this community to reduce these deaths?

The Mayor: My heart goes out to the families, friends and communities who have lost loved ones as a result of violence. Every death as a result of this needless violence is an utter tragedy, and it deprives our city of so much talent. London’s Violence Reduction Unit (VRU) leads an approach to tackling violence that is rooted in prevention and early intervention and is investing and supporting communities to deliver change in their neighbourhoods and estates. I’m proud that in the last year alone the VRU commissioned 126 programmes and projects which is working to support and provide positive opportunities for 80,000 Londoners.
I have also prioritised funding to services that support young people at risk of or affected by violence in other areas of City Hall delivery. I've invested heavily in diversionary activities across London – over 300 projects funded through my Young Londoners Fund - as well as continuing to invest in services that support the most vulnerable young people such as London Gang Exit, Rescue and Response and hospital-based youth work. Many of these provide direct support to Somali young people and their families although the current levels of demographic information collated does not allow us to give specific numbers.
My Deputy Mayor for Policing and Crime, my Deputy Mayor for Communities and Social Justice and the Director of the London VRU are hosting a roundtable on January 10th to discuss the specific concerns of the Somali community in relation to policing, support for victims and their families, and the criminal justice response.

Stop and search

Emma Best: What percentage of stop and searches led to finding a weapon in each year since 2016?

The Mayor: There are multiple grounds for a stop and search to take place. Information on arrests for weapon possession following a stop for any reason is published by the Metropolitan Police on the Stop and Search dashboard and can be found via the following link:
https://www.met.police.uk/sd/stats-and-data/met/stop-and-search-dashboard/
All stop & searches 1st January 2016 to 30th June 2021
Period
Total stop & searches
Outcome is weapon found
% where weapon (s) found
2016
148,467
3,883
2.6%
2017
130,736
4,199
3.2%
2018
151,679
4,255
2.8%
2019
268,886
5,177
1.9%
2020
320,192
5,308
1.7%
2021
(to June)
129,937
2,495
1.9%

Tasers (1)

Emma Best: How many taser trained officers are currently in taser permitted roles?

The Mayor: There are currently 8,166 officers in the Metropolitan Police Service (MPS) who are trained to carry Taser.
Some officers may have changed roles since they were trained. Officers will only carry Taser when they are deployed in an authorised Taser role.
It is not possible to determine from MPS data systems the exact number of trained officers in authorised roles.

Lost TfL Revenues

Krupesh Hirani: How much income does TfL estimate it is losing per financial year from passengers travelling on services without paying fares, for example by simply walking through entry and exit barriers without tapping on?

The Mayor: Transport for London (TfL) estimates fare evasion and revenue loss through surveys. However, due to social distancing measures introduced in response to the Covid-19 pandemic, all surveying activity was paused.Consequently, information on revenue loss associated with fare evasion over the last year is not available.

TfL Support for Local Funding Applications (3)

Len Duvall: How many community groups from across London seeking local authority funding to make improvements to TfL land has TfL met with (either virtually or in person) since September 2020? Please provide a month-by-month and borough-by-borough breakdown.

The Mayor: I have asked Transport for London to contact you directly to get a better understanding of what you require.

Zone 2 Travel and #LetsDoLondon

Len Duvall: Please explain why #LetsDoLondon advertising misleadingly states that Zone 2 journeys will cost £1.70 off-peak when my constituents travelling between Queens Road Peckham and Kilburn Park via Canada Water are charged a more expensive Zone 1 fare?

The Mayor: Transport for London (TfL) and I understand your constituents' concerns. My #Let’sDoLondon campaign and TfL’s intention was not to mislead. However, the reason why a customer would be charged the higher Zone 1 fare for the route mentioned is due to this journey passing through Shoreditch High Street, which is within Zone 1.
If you would like further information regarding TfL’s fares, you can visit its website where the Single Fare Finder page shows the options and different prices:
Single fare finder - Transport for London (tfl.gov.uk)

AEDs at Brent and Harrow Tube Stations

Krupesh Hirani: How many tube stations in Brent and Harrow have Automated ExternalDefibrillators Units(AEDs) and can you list the stations where they are located?

The Mayor: The following London Underground stations in Brent (8) and Harrow (6) have Automated External Defibrillator Units:
Harrow & Wealdstone
Harrow on the Hill
Kilburn
Neasden
Pinner
Preston Road
Queensbury
Queen’s Park
Rayners Lane
Stanmore
Sudbury Hill
Wembley Central
Wembley Park
Willesden Green

Secure schools

Shaun Bailey: Have you had any conversation with government about their plans to create ‘secure schools’ to house detained children and young people? If so, are there any plans for these in London?

The Mayor: We understand that secure schools remain a key part of the Government’s vision for the future of youth custody. This new form of provision will be akin to schools with security rather than prisons with education, with a focus on education, wellbeing and purposeful activity.
The MoJ is focussed on opening the first secure school at Medway, Kent, which will be run by the Oasis Charitable Trust. The Department have also introduced measures in the Police, Crime, Sentencing and Courts Bill to empower future providers to operate secure schools.
There are currently no other secure schools which are due to open and a lack of other secure accommodation in London. I have previously lobbied the government in relation to this and will continue to do so, as the current arrangements are not sufficient.

Omicron Effect and Face Masks

Onkar Sahota: What percentage increase has there been in the number of people wearing the face masks on TfL services since becoming mandatory in response to the Omicron virus?

The Mayor: Following the re-introduction of the mandatory face covering requirement on public transport on 30 November 2021, feedback from Transport for London (TfL) frontline staff as of 7 December 2021 suggested around 80 per cent compliance. TfL’s independent customer research reports every four weeks. The results for the period since the re-introduction of the mandatory requirement are not yet available.

AEDs at Dollis Hill Tube Station

Krupesh Hirani: When will Dollis Hill tube station have an Automated ExternalDefibrillator Units(AEDs) on site as part of the wider Transport for London (TfL) network plan to rollout AEDs across its network?

The Mayor: In conjunction with the London Ambulance Service (LAS), Transport for London (TfL) has to date deployed 215 AED’s at 154 stations across the London Underground network (with some larger stations having more than one AED due to the size and/or complexity of their layout). The chosen locations (also known as hotspots) have been determined by LAS and TfL on the basis of known historic incidents on the network where an AED may have been used in a medical emergency.
TfL does intend to install AEDs at all other stations on its network, including at Dollis Hill tube station, but unfortunately there is no confirmed funding to commit to any programme dates at this stage.

Independent Statistical Analysis of Bus Driver Deaths from Covid-19 (2)

Keith Prince: Will you commission an independent statistical analysis to establish which bus garages suffered clusters of Covid-19 deaths and correlate them with potential causes, such as the use of ferry vehicles?

The Mayor: Transport for London (TfL) remains open to undertaking further independent study where they have a high likelihood of contributing to enhanced safety across the bus network.
The second phase of the research undertaken by the UCL Institute of Health Equity attempted to identify correlations between the findings from a detailed survey of bus drivers and data relating to Covid-19 deaths. In the survey, drivers were asked a broad range of questions relating to their work patterns and driving conditions, travel to and from work, their pre-existing health and health-related conditions, their experiences of Covid-19, their demographic characteristics, living conditions and their views on the safety actions taken by bus operators. The survey found that respondents’ views on the safety actions taken by bus operators (i.e. their employers), on the adequacy of social distancing measures and the safety of transfer arrangements did not vary markedly between bus operators. It also found no relationship between these considerations and excess mortality.
The UCL study linked the tragic deaths of bus drivers at the start of the pandemic to the delayed introduction of lockdown. As the pandemic has continued, there have not been any clusters of deaths identified at particular bus garages, where a cluster is defined by Public Health England as two or more test-confirmed cases of Covid-19 among individuals associated with a specific non-residential setting with illness onset dates within a 14-day period.
As stated in my response to 2021/4498, I do not believe further statistical analysis of the type proposed would enhance our understanding of the impact of the pandemic as the results of the UCL study fundamentally cover the same ground.

Fraud and cybercrime 2

Tony Devenish: What more can be done by the Met to tackle fraud and cybercrime?

The Mayor: The consequences of fraud can be absolutely devastating, which is why I have committed in my Police and Crime Plan to protect people and businesses from cyber-crime and fraud. The nature of fraud is evolving, with 90 percent now cyber enabled. Unlike other crimes it does not have a physical footprint, and as such any strategic response needs to be driven at a national level. However, I still want to ensure the MPS effectively responds to these crimes. This includes a £187 million investment in transforming MPS technologies, providing the resources to develop MPS capabilities for dealing with serious and organised crime, online fraud and cybercrime.
The MPS is increasing resources to support its Economic Crime team, which tackles fraud. Its new Emerging Threats team deals with sophisticated cyber threats and the MPS is investing in new bespoke capabilities to enable the team to combat cyber-enabled fraud. The MPS Cyber Protect and Prepare team are also in the process of updating the MPS Little Media Series, a collection of online and print media booklets designed to raise awareness and prevent people becoming victims of the most common types of fraud and cyber-crime. The Met works in partnership with the Police Digital Security Centre, soon to be the Regional Cyber Resilience Centre, to help protect and prepare SMEs in London. MOPAC and my Chief Digital Officer are closely aligned to this work.
The City of London Police is the National policing lead for economic crime. The National Fraud Intelligence Bureau receives millions of reports of fraud and cybercrime (reported via Action Fraud) to identify serial offenders, organised crime groups and find emerging crime types.

TfL Having No Transcripts for Critical Safety Meetings

Keith Prince: TfL’s response to FOI-1391-2122 evidences that TfL both recorded and published a transcript of my 10 June meeting with TfL’s Chief Safety Officer and her colleagues. How can you reconcile TfL’s decision both to record and publish a transcript of that meeting when, in your responses to Questions 2021/0124, 2021/0541, and 2021/3728, you claim that TfL has no written records or minutes of, respectively—

a) a Debate over Covid-19 Risk Reduction Interventions (https://www.london.gov.uk/questions/2021/0124);

b) Minutes of Regular Conference Calls about Covid-19 Risk Reduction Actions TfL held with Bus Operator and Union Officials, March 2020 to present (https://www.london.gov.uk/questions/2021/0541);

c) TfL Corporate Counsel’s Involvement in its Decision to cancel IA 16767 (https://www.london.gov.uk/questions/2021/3728)

The Mayor: My responses to Mayor’s Questions 2021/0124, 2021/0541 and 2021/3728 explain the reason notes are not available for these meetings.

Cleaning on Trains

Leonie Cooper: What cleaning is currently taking place on the Tube network and what checks are being made to monitor COVID transmission on the network?

The Mayor: Transport for London (TfL) has always had a robust cleaning regime in across the network. Throughout the pandemic, it has been using enhanced anti-viral fluid, the same product used in hospitals, in all public areas as well as in back-of-house areas that staff members use. Particular attention is being given to 'touch points' including all poles and handles on trains, as well as controls in drivers' cabs.
A long-lasting anti-viral disinfectant that protects for up to 30 days is also being used on the entire fleet of more than 600 Tube trains and at all London Underground stations. This disinfectant is applied every 21 days, either as a light mist spray from a backpack (for larger areas such as carriages or rooms) or as a directly applied liquid using a cloth.
TfL has also looked to technology to improve cleanliness further. TfL has, for example, installed more than 200 ultraviolet light sanitising devices on escalators across the Tube network, where the ultraviolet light sanitises the handrail continuously as the belt passes through the unit.
The effectiveness of TfL’s enhanced cleaning regime is being monitored through independent research undertaken each month on TfL’s behalf by researchers from Imperial College London. Since the sampling began in September 2020, it has consistently reported no trace of the virus. The TfL network is safe, but it is imperative that everyone follows the guidance regarding hand hygiene and face coverings, especially during the winter and with the emergence of the Omicron variant.

Consultation on pay dates

Susan Hall: What is your view on the proposed changes to GLA staff pay dates and if the majority of the responses are against the change, do you think this should be reconsidered?

The Mayor: It is for the Chief Officer to determine the terms and conditions of employment for GLA staff and not the Mayor.
I appreciate that there are those who do not support this change, but it is necessary if the GLA is to move to an arrangement where Transport for London delivers its transactional HR services, including payroll. London Fire Brigade, who currently deliver GLA payroll, are changing their own arrangements and will not be able to continue to provide the GLA with a payroll service beyond Autumn 2022.
These changes form part the wider collaboration programme. By sharing HR services with TfL, we will be able to save money by increasing collaboration across the Group. The GLA family is facing significant challenges, including increased financial pressures and so it is more important than ever that we reflect on our current ways of working and together reshape our services and build the foundations for a more sustainable model across the Group. Given TfL already provide our finance processing systems, this is the most efficient option available to us, avoiding delays and data quality issues from rekeying data.
This is also about improving service delivery for all staff. TfL has an HR function of scale and has invested in organising this function in line with best HR practice. It also continues to invest in the systems to support this. GLA employees will therefore have access to more consistent and standardised best-practice processes and routes to HR support would be clearer.

Shortage of Investigatory Skills in the Met

Caroline Pidgeon: The Police Foundation has recently highlighted the shortage of specialist investigatory and associated skills as a key reason behind the significant fall in the percentage of crimes being solved. How is the Met working to tackle this issue and increase the provision of such specialist training and skills across the force?

The Mayor: Through successful internal and external recruitment drives, the Met have now reached their planned workforce target for detectives.
Understandably, recruitment does bring an element of inexperience into the investigative field. However, detectives are supported by experienced investigative coaches and assessors throughout their development journey as trainee detectives, supporting them to become competent investigators of serious, complex and organised crime.
The Met are currently undergoing modernisation of the curriculum content of the Professionalising Investigation Process 2 (PIP2) Programme for trainee detectives and the Investigative Interviewing for Suspect, Victims and Witnesses in Serious and Complex Investigations courses to ensure that investigators are equipped with the most up to date skills and knowledge to achieve the best outcomes in pursuit of justice.
In order to provide some further assurance my Deputy Mayor for Policing and Crime has requested that HMICFRS take a focused look at standards of investigation within the Met, in light of the evidence heard at the East London inquests into the victims of Stephen Port.

Review of advertising on Transport for London services

Siân Berry: Given that complaints about unsuitable advertisements on Transport for London (TfL) services can in fact generate additional publicity for the companies involved, will you consider carrying out a more comprehensive review of TfL advertising policies?

The Mayor: Transport for London (TfL) has a comprehensive and rigorous advertising policy and copy review process, and its media partners continue to work with advertisers to ensure that all advertising copy that runs on TfL’s network complies with TfL policy and Advertising Standard Authority (ASA) regulations. Where necessary, the advice of the Committee of Advertising Practice (CAP) may be sought to ensure that, in their view, the advertising copy complies with the advertising Code.

Vehicles converted to LPG and the ULEZ charge (2)

Caroline Pidgeon: If the Duke of Edinburgh’s taxi, that was converted to run on LPG, was still operating on London’s roads, would it face the prospect of being charged within the ULEZ?

The Mayor: For the reasons set out in my response to Mayor’s Question 2021/3568, vehicles converted to run on LPG are subject to the same ULEZ emissions standards as any other vehicle.

TfL’s Recording of 10 June 2021 Meeting re Bus Driver Safety during the Pandemic

Keith Prince: Despite your failure to provide the information I requested in Question 2021/3886, TfL has responded to FOI-1391-2122 on 27 October (https://www.whatdotheyknow.com/request/tfl_discussion_about_10_june_202) which, inter alia, clearly evidences that TfL recorded and internally published a full transcript of my 10 June 2021 Meeting with Chief Safety Officer, Head of Bus Business Development, Head of Health & Wellbeing and Senior Bus Safety Development Manager. Is it customary for TfL to record and publish transcripts of meetings with outside parties without (a) seeking prior permission from them (b) allowing those parties to review and confirm the accuracy of the meeting transcript?

The Mayor: Any information held by Transport for London (TfL) may be subject to a request for disclosure under the Freedom of Information Act. TfL was obliged to consider the note of this meeting in line with those statutory requirements, and in this instance, it was appropriate to disclose. Personal information in the meeting note was redacted before disclosure.
The information you requested in Mayor’s Question 2021/3886 was provided to you by TfL in correspondence on 3 November 2021.

Effectiveness of messaging around facemasks

Caroline Russell: A recent paper published in Science Volume 7, Number 43, Safe Travelling in Public Transport Amid COVID-19, revealed the effectiveness of wearing face masks to prevent coronavirus spread in South Korea. Will you and Transport for London (TfL) use scientific evidence like this to back up messaging to encourage face mask wearing on public transport?

The Mayor: Transport for London (TfL) takes scientific evidence and evidence from behavioural science into account when considering its approach to messaging and communications.
Transport for London’s (TfL) strategy for communications on face coverings is primarily based on evidence from behavioural science. Providing individual pieces of scientific information on their own is generally not enough to change behaviour.
TfL uses the approach that wearing a face covering protects others from contagion, to appeal to an individual's sense of reciprocity. By wearing a face covering, staff and customers can protect each other, which in turn stimulates an emotional response, which behavioural scientists recommend is more effective in encouraging people to change their behaviours and wear a face covering.
TfL uses a wide range of communication channels to ensure staff and passengers are clear on the requirements.

TfL-Managed CCTV Around Tube Stations

Caroline Pidgeon: When did TfL last review the provision of CCTV at the entrances and exits of Tube stations across the network and are there any plans to improve and increase coverage?

The Mayor: Transport for London (TfL) has an extensive CCTV system, with approximately 70,000 cameras to keep staff and customers safe. This includes 13,000 cameras on the Tube network, covering all Tube stations. CCTV coverage, including the number, model and positioning of cameras, is specific to the design of each station.
TfL’s existing CCTV systems normally cover the interior of Tube stations, as well as station entrances and exits to capture people entering and leaving its premises. Local Authority CCTV would normally provide coverage outside the station footprint, particularly on busy high streets.
CCTV coverage and performance at station level is kept under regular review.

TfL Submissions to Attorney General concerning Sandilands Inquest

Neil Garratt: Following up on statements found on page 43 of TfL’s Safety, Health and Environment Quarter 1 2021/22 Report, has TfL since made any submissions to the Attorney General pertaining to the Sandilands Families' request that she considers using his powers under section 13 of the Coroners Act 1988 to apply to the High Court for an order seeking fresh inquests? If so, please provide me a copy of these submissions.

The Mayor: Transport for London has not made any submissions to the Attorney General pertaining to the Sandilands families’ request. I refer you to the answers to Mayor’s Questions 2021/3905 and 2021/4519.

Taxi Apps

Keith Prince: Taxi Apps regularly charge passengers more than the metered fare. It is unlawful for a taxi driver to charge more than the metered fare. Is it the case that this is lawful because it is the App company charging the passenger the fare and not the taxi driver?

The Mayor: Taxi drivers must not charge a fare which exceeds the maximum displayed on the meter.
Transport for London (TfL) expects everyone involved in the delivery of London taxi and private hire services to ensure that those services are delivered in accordance with regulatory requirements.
Taxi app-based services are outside of TfL’s regulatory remit; however, TfL is engaging with companies that provide such services to ensure compliance with the regulatory requirements.

TfL licensed driver guides

Caroline Pidgeon: Will you consider granting TfL licensed driver guides access to specific roads which are currently closed to general traffic so as to assist on architectural tours?

The Mayor: The Healthy Streets Approach provides a framework for putting human health and experience at the heart of planning streets in London and is a key feature of my Transport Strategy and the London Plan. It is an approach which aims to create a healthier, fairer and more sustainable city by designing streets in a way that prioritises active, efficient and sustainable modes of transport.
The first policy in my Transport Strategy aims for 80 per cent of journeys to be by an active, efficient and sustainable mode by 2041, which relies on reducing non-essential car use. Cars take up more road space relative to the number of people they move around, resulting in congestion on London’s streets. This has a huge impact on Londoners and visitors alike; causing air pollution, road danger, discouraging walking and cycling, and delaying bus journeys. All of this negatively affects the health of Londoners, and disproportionally those Londoners who live in the most deprived communities, and worsens health inequalities.
In line with the Healthy Streets Approach, Transport for London (TfL) and London’s boroughs may decide to restrict access for some users on certain streets to encourage more walking, cycling and public transport use. TfL has no current plans to consider TfL licensed driver guides in exemptions for any of its restrictions. Borough roads are a matter for the boroughs.

Impacts of the Police, Crime, Sentencing and Courts Bill on London’s Gypsy, Traveller and Roma Communities

Caroline Pidgeon: Given the likely impact of the Police, Crime, Sentencing and Courts Bill on Gypsy, Traveller and Roma communities are you engaging with these communities in London to understand their concerns and will you be lobbying for amendments to the Bill?

The Mayor: I believe the measures in the Bill will further compound the inequalities experienced by Gypsy, Roma and Travellers, who are already some of the most marginalised communities in the United Kingdom. I strongly believe that Gypsy, Roma and Traveller communities should not be penalised when the government has not done enough to provide adequate stopping sites. The problem is further compounded by the fact that available sites are often unsuitable for individuals and families to stop. It is therefore not reasonable to criminalise stopping on unauthorised sites when there is no viable alternative. GLA officers have held meetings with Gypsy, Roma and Traveller London Sector Groups where this issue has been discussed and continue to engage with Gypsy, Traveller and Roma communities about the Bill and other matters affecting their communities.

TfL Support for Local Funding Applications (2)

Len Duvall: How many community groups from across London have contacted TfL requesting support for external funding applications?

The Mayor: I have asked Transport for London to contact you directly to get a better understanding of what you require.

TfL Support for Local Funding Applications (1)

Len Duvall: My constituents are asking for support to make improvements to TfL land using local funding opportunities. How is TfL working with local councils in order to support these improvements?

The Mayor: I have asked Transport for London to contact you directly to get a better understanding of what you require.

CS7 & CS8 (2)

Leonie Cooper: When the Streetspace changes to Cycle Super Highway 7 & 8 were installed, local residents were advised to submit their comments, but were also told there would be a review after 18 months. When will this period of review begin? My constituents, both those who like the changes and those who are less keen, will wish to be involved as much as possible in the review.

The Mayor: Transport for London (TfL) continues to monitor the changes made to CS7 and CS8 and is encouraging the public to offer ongoing feedback via the link below https://haveyoursay.tfl.gov.uk/ for the temporary CS7 changes and experimental CS8 changes.
As plans for CS7 develop, TfL will ensure stakeholders and the public are aware of when and how they can comment on future proposals. TfL plans to present a way forward in early 2022, at which point people will be invited to comment further on these plans. Those people who have asked to remain informed will be contacted by email, and these updates will be reflected on TfL’s website.
The six-month consultation on the CS8 experimental scheme ended on 10 December. By February 2022 a consultation report will be produced. TfL has recently contacted those people who wanted to be kept informed about the project to remind them of this date and also to provide an update more generally. In spring 2022, TfL expects to make a decision on whether to make the changes permanent, or to modify or remove the scheme completely before the current Experimental Traffic Order expires later in 2022. The decision will be informed by overall performance, including cycle numbers, as provided in my response to Mayor’s Question 2021/4649, as well as safety data, equalities considerations, and the public consultation responses.

SNTs

Nicholas Rogers: Do you have target / minimum number of hours for SNT officers to be in their own wards?

The Mayor: The Metropolitan Police Service (MPS) is committed to ensuring Dedicated Ward Officers (DWOs) remain with their wards and are only abstracted in exceptional circumstances (e.g. large scale protests).

Travel mentoring scheme

Nicholas Rogers: Research shows that many people are less confident using transport now than they were before the pandemic. Are there plans to expand TfL’s travel mentoring scheme so that more of those who are no longer confident using public transport can benefit from the service and begin travelling independently again?

The Mayor: Transport for London (TfL) is waiting until a clearer picture emerges of post-pandemic demand and its long-term funding position before revisiting the planned review of the Travel Mentoring Service.
Fortunately, the service was able to continue to operate during the pandemic with Covid-19 safety procedures and risk assessments in place. TfL also introduced virtual mentoring, using a range of smartphone and personal computer applications to assist with social distancing guidelines.
The Travel Mentoring Service is now operating as it was before the pandemic and satisfying current demand due to the commitment of the existing team.

Operation Orochi

Shaun Bailey: Since its start, how many arrests have been made as part of the Met's Operation Orochi?

The Mayor: Operation Orochi has been an accelerator to the wider MPS county lines response, and since inception in November 2019 and in partnership with county forces, the team have arrested 507 county line line-holders who were resident in London; and arrested 228 associates of line-holders.
Drug supply contained within the London area continues to be tackled by proactive teams across the MPS.

Bus Driver Welfare: Lack of Staff Facilities at either terminus

Keith Prince: Please provide me with the complete list of bus routes without any staff facilities at either terminus.

The Mayor: All bus routes have access to a toilet as a minimum at one end of the route.

Major Road Network

Elly Baker: Please provide details of the roads in London that form part of the Major Road Network (MRN). Please include the name of the road, the length of the road within London, which highway authority is responsible for the road and the percentage of the roads in London that form part of the MRN?

The Mayor: There are 20,454.3 kms of road within the Greater London Authority (GLA) boundary.
The Major Road Network (MRN) accounts for 3.13% (639.6kms) of the total roads within the GLA boundary. It shares approximately 87% (556.6 kms) of its roads with Transport for London Road Network and 11% (70.6 kms) with the Borough Principal Road Network.
The attached supporting documents (Annex A and B) give a full breakdown of the roads which make up the MRN, their total length (m) and the highway authority responsible.
These figures have been sourced using the Ordnance Survey Highways Master Map network (OSHMM) dataset, which give the most accurate reflection of the road network.

The Mayor: 5015_MRN_TfL_Annex_A.pdf


  5015_MRN_TfL_Annex_B.pdf

Strategic Road Network

Elly Baker: Please provide details of the roads in London that form part of the Strategic Road Network (SRN). Please include the name of the road, the length of the road within London, which highway authority is responsible for the road and the percentage of the roads in London that form part of the SRN?

The Mayor: There are 20,454.3 kms of road within the Greater London Authority (GLA) boundary.
The London Strategic Road Network (SRN) accounts for 2.87% (587.7kms) of the total roads within the GLA boundary. It shares approximately 0.3% (2kms) of its roads with Transport for London Road Network and 97.3% (571.6 kms) with the Borough Principal Road Network.
The attached supporting documents (Annex A and B) give a full breakdown of the roads which make up the SRN, their total length (m) and the highway authority responsible.
These figures have been sourced using the Ordnance Survey Highways Master Map network (OSHMM) dataset, which give the most accurate reflection of the road network.

The Mayor: 5016_SRN_TfL_Annex_A.pdf


  5016_SRN_TfL_Annex_B.pdf

Face Masks on TfL (1)

Elly Baker: Since TfL began enforcement activity on 30 November 2021 on the wearing of face masks on public transport, please provide figures for (a) the number of people stopped, (b) prevented from boarding, (c) ejected and (d) issued with Fixed Penalty Notices?

The Mayor: I have consistently called for the re-introduction of legal requirements to wear face coverings on public transport and so I welcomed the Government’s decision on 30 November 2021. These regulations give Transport for London (TfL), as well as the police, powers to prevent non-compliant customers from entering stations and boarding services. TfL can now issue Fixed Penalty Notice (FPN) of £200 for a first offence.
TfL’s 500 enforcement officers will be applying the regulations on TfL’s public transport networks, complemented by joint enforcement operations with the Metropolitan Police Service Roads and Transport Policing Command (RTPC) and the British Transport Police (BTP), as well as the police’s own enforcement and compliance activity.
Between Tuesday 30 November 2021 and Tuesday 14 December 2021. TfL enforcement officers have:
FPNs are not issued on the spot. They are issued by TfL’s Prosecution Team once the evidence and personal information have been verified. As of 15 December 2021, 536 FPNs had been issued. The remaining reports are being processed.
The RTPC does not record the number of interactions officers have with passengers. At this time, it has not issued any FPNs but has supported TfL on face covering operations on the bus network. The BTP does not provide a London breakdown of its face covering compliance and enforcement activity

Gallows’ Corner

Elly Baker: Can you provide me with an update on TfL’s plans to submit a business case to the DfT by Spring 2022 to access £50 million of Government funding?

The Mayor: Transport for London (TfL) is developing the business case for submission to the Department for Transport and this remains on course for spring 2022. TfL is currently reviewing the different options, and developing the cost estimates, to ensure the best value for money solution is recommended.

Step-Free Access (2)

Tony Devenish: Can you share TfL costings for recent step-free access proposals, including South Kensington Station, to see if the perception that these are “gold plated” is holding up progress in implementing such proposals?

The Mayor: At the beginning of the step-free access programme in 2016, Transport for London (TfL) conducted a comprehensive cost review against all its standards and was able to reduce the cost of lift installations on its network.
It is not possible for TfL to give detailed costings for current step-free access proposals as negotiations are ongoing with potential suppliers.Additionally, every station on the Tube network is different. Costs for installing step-free access varies widely across the network and TfL must consider the unique circumstances facing each set of proposals. Over the last three years, TfL has, or is, delivering solutions at several stations with a cost range of £5m to £15m per station. The cost range does not reflect stations requiring more complex remodelling of the ticket hall or delivery of lifts to stations with deep Tube platforms; these cost considerably more.
With regard to South Kensington station and its surroundings, TfL was disappointed that the local authority recently refused planning permission for a comprehensive redevelopment that is necessary to facilitate the delivery of step-free access from street to the Circle and District line platforms and to the pedestrian subway tunnel below.The proposed step-free access solution meets the long-standing customer aspirations and other operational requirements while also conserving the heritage-listed station and its surroundings.

Rising estimated cost of the Rotherhithe to Canary Wharf pedestrian and cycle bridge (1)

Caroline Pidgeon: Please set out in detail how, in just three years, TfL’s estimate of the cost of a proposed Rotherhithe to Canary Wharf pedestrian and cycling bridge escalated from £100 million to potentially over £600 million.

The Mayor: The development of the Rotherhithe to Canary Wharf bridge scheme and associated cost estimates was discussed at a London Assembly Transport Committee meeting in July 2019. The minutes and transcript of that meeting are available online at the link below. This confirms how Transport for London (TfL) developed the scheme through to concept design, the complexities of building what would be one of the largest opening pedestrian and cycle bridges in the world, and the process of producing the cost estimates. It is important to note that TfL at no point estimated the cost of a bridge at £100 million.
https://www.london.gov.uk/about-us/londonassembly/meetings/ieListDocuments.aspx?CId=173&MId=6789

Bus Ridership Numbers

Onkar Sahota: Bus ridership is not expected to fully return to pre-pandemic levels any time soon, according to TfL. While the long-term impacts on passenger numbers resulting from the coronavirus pandemic remain unclear, what can be done to encourage pre-pandemic levels of usage?

The Mayor: By late November, bus ridership was back to approximately 75 per cent of pre-Covid-19 levels, showing how important it is to so many Londoners.
The Government’s ‘Plan B’ guidance, advising those who can work from home to do so, is likely to reduce demand in the short term, with demand on 16 December being 72 per cent, a 9 per cent reduction on the previous week. Transport for London firmly believes that safe and reliable public transport, alongside walking and cycling, is vital to avoiding a car-led recovery.

Enfield A10 road traffic offences

Joanne McCartney: (1) How many vehicles have been recorded as speeding as a result of the average speed enforcement cameras installed in March 2020?
(2) How many Traffic Offence Reports have been issued in the past year?
(3) How many vehicles have been seized in the past year?
(4) Further to my question 2021/3176 what other interventions have been instituted to deal with speeding and criminal road user behaviour?

The Mayor: (1) How many vehicles have been recorded as speeding as a result of the average speed enforcement cameras installed in March 2020?(2) How many Traffic Offence Reports have been issued in the past year?(3) How many vehicles have been seized in the past year?(4) Further to my question 2021/3176 what other interventions have been instituted to deal with speeding and criminal road user behaviour?

Colourful pedestrian crossings

Siân Berry: Transport for All and the Access Association have raised concerns that colourful crossings are causing issues for disabled people. In particular for those who are blind or visually impaired these crossings are not recognisable as a safe place to cross, which risks confusion and safety. I celebrate the use of creativity to celebrate diversity and enhance the urban realm, but what assessment did Transport for London (TfL) make before installing these features?

The Mayor: I am passionate about making London open for everyone. That includes improving the transport network and London’s streets, making them accessible for older and disabled people and removing barriers where they exist.
The colourful crossings on Tottenham Court Road and in the City of London are part of a worldwide project called Asphalt Art, brought to London through my Let’s Do London campaign with the aim drawing visitors back to central London.
The Greater London Authority worked closely with the London Borough of Camden and the City of London Corporation to deliver these projects and public safety was at the forefront of the project. Each Highway Authority completed an Equalities Impact Assessment and a Road Safety Assessment and a number of disability organisations and charities were consulted. As a result of feedback, specific adaptations were made to increase the accessibility of the crossing designs.
In response to stakeholder feedback and recent new research, Transport for London (TfL) has now introduced a temporary pause on the installation of any new colourful crossing on its network for a 12 month period. TfL has also advised boroughs to temporarily pause any future colourful crossing projects.
Over the next year, TfL will work with a range of stakeholders, including organisations representing the interests of disabled people, to identify the benefits and impacts of colourful crossings. This work will enable TfL to issue new guidance for London on the use of artwork at crossings.

Illegal e-scooters

Tony Devenish: For each ward in Kensington and Chelsea, Westminster, and Hammersmith and Fulham, for each year from Nov 18 to Oct 19, Nov 19 to Oct 20 and Nov 20 to Oct 21, how many illegal e-scooters were confiscated?

The Mayor: TfL or the Metropolitan Police Service do not hold this data at borough or ward level.

384 bus [1]

Anne Clarke: Following on from the impact assessment on the changes to the 384 bus, consideration does not seem to have been given to the number of issues:
- increased walking time and difficulty for elderly and mobility-impaired people;
- increased difficulty for carers and care workers in accessing residents' homes;
- increased difficulty accessing shopping facilities especially ALDI supermarket in Brookhill Road; and
- concerns about the impact of longer walks back home on the safety of women.
How does TfL propose to deal with these issues?

The Mayor: An Equalities Impact Assessment (EqIA) was undertaken as part of the development of the route 384 service change scheme and included within the public consultation. This considered each of the protected characteristics under the Equality Act, including age, gender and disability. It detailed walking distances and gradients that would occur from the proposed changes to local roads, considering issues with both the previous routeing and the new one.
One example of this was the retention of the loop to continue serving Lawton Road. While it is within 400 metres of Victoria Road via Victoria Park, the park is not lit at night and was dismissed as a walking route to access the bus network, due to safety concerns. Transport for London has carefully considered impacts across the route and surrounding area, and where viable addressed these within the delivered scheme. A post-implementation review has also been undertaken and can be found here: https://content.tfl.gov.uk/route-384-post-implementation-review.pdf.

Anti-Semitic Hate Crime

Caroline Pidgeon: There’s been a staggering 41% increase in anti-Semitic hate crime over the last year. What specific work is being done to ensure these crimes against London’s Jewish communities are dealt with swiftly and robustly and what work is being done with Jewish communities in London to listen to and understand their concerns?

The Mayor: Both the Commissioner and I take anti-Semitism very seriously and have taken significant steps to address it. The increase in the past year was largely due to a reaction to conflict in the Middle East in May. I was pleased to see the robust MPS response to those incidents and, in the immediate aftermath, my Deputy Mayors for Policing and Crime, and Communities and Social Justice met with Jewish community leaders to listen to their concerns and explore how to work together and build community cohesion. My Shared Endeavour Fund supports this aim by funding projects that specifically address anti-Semitism.
Thankfully, the number of reports has since returned to the level before those events. However, anti-Semitism no place in our City and I support the Metropolitan Police Service (MPS) in taking robust action when it does occur.
MOPAC and the MPS continues to work with Jewish community organisations who have helped the MPS develop reassurance and preventative policing plans across London. I have also increased the investment in supporting victims of hate crime, including specialist support for victims of anti-Semitism.

Weapon scanning technology

Emma Best: You have advised that the Met are currently trialling technology that scans for weapons in stations. When did these trials start and when will the outcomes be published?

The Mayor: The proposal for thermal equipment being used for the identification of knives and weapons in stations was part of an initiative led by the Home Office (Thruvision) and trialled by BTP. TfL hosted the trial in 2019, allowing the use of locations such as Stratford Station due to being busy transport hubs with high passenger footfall. Since hosting the trials, there has been no further deployment of the equipment in London and there are no current plans to deploy them in the future. We are not aware of any intention from the Home Office or Thruvision to publish a formal review.

PHV Drivers Setting their own Fares (1)

Keith Prince: On which date did Bolt inform TfL Taxi & Private Hire of a change to their business model allowing private hire drivers to set their own fare rate?

The Mayor: Transport for London (TfL) was informed by Bolt of some proposed changes to their charging model on 29 October 2021. Bolt has not implemented the proposed changes, which are still subject to discussion with TfL.

PHV Drivers Setting their own Fares (2)

Keith Prince: Does TfL Taxi & Private Hire consider it lawful for private hire drivers to set their own fare rate?

The Mayor: Private hire vehicle (PHV) fares are not regulated; however, Transport for London does require PHV operators to provide passengers with an accurate fare estimate before their journey starts.

Borough Healthy Streets funding

Siân Berry: In your answer to question 2020/2621 you gave a breakdown of changes to borough cycle funding. Could you, for each borough and programme (Liveable Neighbourhoods, Mini-Hollands, Borough Cycling, junctions, etc), provide details of: a) the investment you have provided to date for 2020-21 and 2021-22, and b) the original announced funding for 2020-21 and 2021-22?

The Mayor: The budget for Transport for London (TfL) funded borough schemes in 2020/21 was c£100m, and boroughs have submitted all claims. The full breakdown by borough and programme is in the attached Appendix. The projected budget for TfL-funded borough schemes in 2021/22 – also approximately £100m - included Liveable Neighbourhoods, Local Implementation Plan Major Schemes and Corridors, Crossrail Complementary Measures, Borough Cycling and a number of air quality and renewals schemes. Most of these programmes were paused during the first half of this financial year, due to constrained funding.
The final allocations for this financial year have not yet been confirmed, and TfL is unable to provide a detailed breakdown by borough / programme at this point in time due to the short-term nature of the Department for Transport (DfT) funding settlements. TfL hopes to allocate additional borough investment in early 2022, subject to confirmation of further funding from the DfT. The ongoing uncertainty has resulted in some boroughs regrettably slowing or reducing their planned active travel activity.

The Mayor: 4860 attachment - Borough funding Table 2021.xlsx

Bus Driver Welfare: Limited access to Staff Facilities at either terminus

Keith Prince: Please provide me with the complete list of bus routes that only provide limited access to staff facilities and/or where bus services run beyond the opening hours of available facilities

The Mayor: Transport for London regularly keeps staff facilities for bus drivers under review as operating hours for premises can and do change.
There are currently three known routes – R2, 286 and 394 – where access to toilets is not available for all hours of the operating day. One of these (route 286) has a temporary toilet installed because access to the previously available facilities has not been possible due to pandemic restrictions. TfL will review access to staff facilities for route 286 when this changes. Facilities for routes R2 and 394 are currently in detailed design and, subject to funding and planning negotiations, will be built in 2022.

Safety and Equality Act Consideration of Bus Routes without adequate Bus Driver Welfare Facilities

Keith Prince: A 14 September 2021 memo entitled “Bus Driver Welfare” presented to TfL’s Safety, Sustainability and HR Panel identifies “Routes with a round trip greater than 150 minutes with a toilet provision only at one end” receive only a “Priority 3” classification for action by TfL and its bus operators.

Do you agree with me that forcing bus drivers to drive a bus for over 150 minutes without access to a toilet is —(a) dangerous (b) inhumane and (c) probably discriminates against women bus drivers and others with known health conditions? In order not to remain in contravention of prevailing health & safety and equality laws, will you ensure that TfL assigns a higher priority to remedying this situation?

The Mayor: Providing bus drivers with access to toilets is a key priority for Transport for London (TfL) as demonstrated by the provision of 61 new toilets across the network since 2018.
The priority system, as used in the Safety, Sustainability and HR Panel papers, has been agreed by TfL with Unite the Union and the bus operating companies. This ensures that resources are directed where most needed. The good progress made since 2018 means that future-plans are now focused on “priority 3” routes, as you identified, as others with a higher priority have been addressed.

Covid-19 Risk Assessments for Bus Depots/Garages

Keith Prince: Following up on your failure to respond to question 2021/4507, please provide me with copies of Covid 19 risk assessments provided by TfL bus operators to TfL since February 2020 to date.

The Mayor: Please see my response to Mayor’s Question 2021/4507.

Prevalence of Cancellations – Private Hire Services

Caroline Pidgeon: What work are you undertaking to assess the prevalence and impact of cancelled fares by app-based private hire services in London and the potential safety risk this poses to Londoners using these services?

The Mayor: I am aware of reports that the demand for taxi and private hire vehicle (PHV) services in London exceeds supply. This shortage is despite over 101,000 PHV drivers and over 20,000 taxi drivers being licensed in London. Transport for London (TfL) informs me that licence renewal rates remain high and that it is processing significant numbers of applications for new PHV driver licences.
TfL’s weekly data from licensed PHV operators shows that around 50 per cent of PHV drivers are regularly working, compared to over 70 per cent pre-pandemic. TfL is engaging with taxi and PHV stakeholders and large PHV operators and taxi app-based companies to better understand this complex issue. There are a number of factors impacting the availability of drivers, including Brexit, the pandemic, and drivers undertaking other roles. TfL will also shortly be undertaking a survey with taxi and PHV drivers to better understand any changes to their work patterns to get a better picture of the situation.
To ensure passenger safety, TfL’s Safer Travel at Night messaging encourages passengers to plan ahead. As part of this activity, TfL’s Operational Officers and its policing partners are also out across the network to engage with passengers to inform them of other travel options, such as TfL’s extensive night bus services, the reintroduction of Night Tube on the Central and Victoria lines, the reopening of the Night London Overground between Highbury & Islington and New Cross Gate, and the location of taxi ranks.

Pedal Confusion

Keith Prince: Further to your response to question 2016/2968, it appears that the only research TfL has published on pedal confusion entitled “Identifying Solutions to Pedal Confusion in Buses” is dated 18th February 2011. This research identified 17 solutions to pedal confusion. How many of these 17 solutions were implemented? Does TfL have any more recent research on this long-standing bus safety issue?

The Mayor: There has been significantly more up-to-date research into pedal confusion. As a result of this work, newer buses already harness subtle design changes to help mitigate this issue.
Pedal Application Error prevention and recovery was one of several measures evaluated as part of the development of Transport for London’s (TfL) Bus Safety Standard (BSS). There are two published reports on Pedal Application Error on the TfL website, which are Pedal Application Error Prevention and Recovery: Evaluation of Safety Measure (2018) and Pedal Application Error: Pedal Indicator Light - Human Machine Interface (2018). The reports can be found here https://tfl.gov.uk/corporate/publications-and-reports/bus-safety-data. Through the BSS, a pedal indicator light has been a requirement for new buses since 2019 and brake toggling since 2021. Both technologies aim to reduce incidences of pedal confusion.
TfL also commissioned AECOM earlier this year to undertake research to better understand pedal confusion. This research is looking at the extent, key causes and patterns of pedal confusion incidents, and assessing a range of solutions. The outcomes of this report will be published on the TfL website in early 2022.
The Bus Safety Standard also requires Advanced Emergency Braking on new buses from 2024. This aims to provide a stronger preventive approach by detecting anything a bus might come into contact with and warning the driver.
TfL has also commissioned independent research into bus driver fatigue, as this can potentially contribute towards pedal confusion. Through the TfL-led Bus Operator Fatigue Working Group, a range of projects and research continues to be delivered in this area.

Plying for Hire

Keith Prince: Is a taxi driver plying for hire when they are parked in an electric taxi bay charging their taxi and are they compelled to take a passenger on a 12 mile or 1 hour trip when on charge?

The Mayor: Taxi-dedicated rapid charging bays are not located at taxi ranks. Transport for London (TfL) advises me that it would not expect a taxi parked in a dedicated rapid charging bay and charging to have its ‘Taxi’ light turned on, which denotes that it is available for hire.
Subject to a taxi being available for hire, where it is either parked in a rank or has its ‘Taxi’ light illuminated, the reasons a taxi driver can refuse a fare are:

Van Mileage in London

Hina Bokhari: Please provide a breakdown of the van mileage figures by small businesses and delivery companies in London for the last three years.

The Mayor: Transport for London (TfL) holds data on trends in van usage in general but does not have data broken down specifically for small businesses and delivery companies. Data from TfL’s annual/biennial cordon count surveys for traffic crossing into/out of central, inner and Greater London (London boundary cordon) is most representative. TfL does not hold mileage data specifically, but these figures are representative of van movements within the respective areas.
For all vans, and considering the latest available pre-pandemic year, the table below shows that:
Table: Number of vans crossing TfL’s strategic cordons (both directions) 06.00-20.00 weekdays. Thousands.
Cordon
Year
LGVs
Central
2010
179
2015
181
2019
178
2020
153
Inner
2010
286
2014
306
2018
306
Boundary
2011
347
2015
362
2019
387

Tube Noise and speed restrictions

Anne Clarke: How is it not possible for the speed restrictions, that were previously in place on the Victoria line Night Tube in the Warren Street area, not to be in place now that the Night Tube has resumed - given that the noise levels in those homes are higher now than they were when the speed restrictions were introduced?

The Mayor: As part of its review when considering the return of the Night Tube, Transport for London (TfL) determined that no Night Tube speed restrictions would be applied on the Victoria line. Applying such a speed restriction is resource-intensive, requiring a Technical Officer to physically travel to the location where the speed restriction is implemented (both to start and then end the restriction). This significantly diminishes TfL’s ability to respond quickly to operational incidents (including signal failures), and as millions of Londoners return to the transport network, it is vital that TfL focuses on running a safe and reliable service.
TfL continues to monitor noise levels on this section of track, which have remained broadly consistent in recent years. TfL will also continue to monitor the rail roughness in this area and will look to schedule rail grinding – which can reduce noise levels - if this increases.

Sexual harassment on the transport network

Caroline Russell: Prior to the October 2021 launch of the new Transport for London (TfL) campaign to tackle sexual harassment on the transport network, how many incidents of sexual harassment on the TfL network were reported per year since 2016?

The Mayor: The attached table shows the number of sexual offences on Transport for London’s (TfL) public transport network from 2016 to September 2021. The pandemic significantly reduced passenger numbers from March 2020, which has impacted the number of sexual offences reported.
Please note that these sexual offence figures do not include sexually motivated crimes such as obscene comments or gestures. These crimes are not covered by sexual offence legislation and are commonly reported as public order offences within police violent crime figures. The British Transport Police now extracts and reports on other sexually motivated crimes such as public order offences, and TfL will be reporting on this going forward.TfL is now working with the Metropolitan Police Service (MPS)’s Roads and Transport Policing Command to do the same for the bus network. This will ensure sexually motivated crimes are reported as such.

The Mayor: 4830 Reported Sexual Offences attachment.xlsx

CS7 & CS8 (1)

Leonie Cooper: Is there monitoring of the usage by cycles of CS7 and CS8, as usage appears to be increasing, particularly in the mornings?

The Mayor: Transport for London (TfL) closely monitors the number of people cycling along both routes.
On CS7 at Tooting High Street, flows increased gradually from the start of the year to the summer, and still remain higher on average now than at the start of 2021. In 2019, Cycle flows between 6am and 10pm on a single day at Upper Tooting Road were recorded as 2,396. An equivalent weekday average from the same time of year and location in 2021 recorded 3,739. The two counts cannot be directly compared as survey methods and exact locations differed, however they are in line with some of the results of TfL’s cycle intercept surveys conducted in 2021. The surveys, where customers answer qualitative questions, found that people were cycling on more days of the week in 2021 than prior to the pandemic.
On CS8, summer weekdays in 2021 saw was an average of 2,150 cycles counted 6am-10pm. This compares to a weekday average of 1,500 cycles 6am-10pm in historical manual surveys conducted along the corridor in September/October 2014-2019, indicating growth of around 40 per cent.
The growth seen on both routes is remarkable given the context of lower general activity and major reductions to workplace commuting.

Cleaning on Buses

Leonie Cooper: What cleaning is currently taking place on the bus network and what checks are being made to monitor COVID transmission on the network?

The Mayor: All buses, bus stations, driver mess rooms and toilets continue to be cleaned with disinfectant at least daily. Where assurance sampling of both air and surfaces has been undertaken on Transport for London (TfL) buses, no traces of Covid-19 has been found.
Some premises are cleaned more often as they have a response time for cleaning of no more than four hours on any day of the week. These are also treated with hospital-grade anti-Covid-19 agents every 21 days. The capital’s 12,000 bus shelters are cleaned every two to four weeks.
London bus operators continue to follow the latest health advice to minimise the risk of transmission. They monitor all forms of staff sickness including Covid-19-related illnesses and provide updates to TfL in regular conference calls.
In addition to this, customers must wear masks on bus services to protect themselves and their fellow passengers.

384 bus [6]

Anne Clarke: The 384 towards Cockfosters seems to have become unreliable in the late afternoon, with gaps often significantly longer than every 20 minutes. As this is already low frequency, it has more of an impact. I believe this is down to traffic jams on the A1 northbound. Could TfL adapt the timetable at rush hour to take this into account?

The Mayor: As traffic levels have increased and schools returned in September, reliability on route 384 has declined towards Cockfosters due to congestion on the A1 and the approach to Apex Corner at Selvage Lane. Traffic conditions have varied markedly throughout the pandemic, making it challenging to determine typical running times. Transport for London will though continue to monitor performance on the route.

Use of Santander Cycles

Leonie Cooper: Can you provide figures for the usage of Santander Cycles where journeys commence in Wandsworth, in 2019, 2020 and 2021?

The Mayor: The attached table shows the hires which commenced at a docking station in Wandsworth in 2019, 2020 and 2021 to date.
In line with the rest of London, there was a massive 40% growth in Santander Cycles journeys commencing in Wandsworth between 2019 and 2020, which is all the more remarkable given the overall reduction in journeys across all other modes.

The Mayor: 5062 Use of Santander Cycles attachment.pdf

TfL’s step free access consultation (2)

Caroline Pidgeon: TfL’s recent consultation on shaping the future of step-free access which commenced on 2 November 2021 does not set out details of the number of further step free access schemes that are planned. Do you accept that any consultation should be explicit over TfL’s budget and future plans for increasing the number of step free access schemes and addressing whether or not you plan to meet the commitment in your Transport Strategy to ensure 40% of the Tube network is step free by 2022?

The Mayor: This consultation offers people a genuine opportunity to shape the future of the step-free access network before any plans have been made or targets set. This means that Transport for London (TfL) can incorporate the views of disabled people from the very outset of future step-free access works once funding becomes available.
There is explicit reference to the funding situation on the home page of the consultation website: ‘While we don’t currently have funding to deliver more step-free stations beyond our existing programme, this consultation will help us take action to meet London’s needs as soon as funding becomes available.’
With regard to making 40 per cent of the Tube network step-free by 2022, funding pressures meant that Transport for London (TfL) subsequently revised its target to make 38 per cent of the Tube network step-free by 2024, rather than the original target of 40 per cent by 2022.
Following the huge impact of the Covid-19 pandemic on TfL’s finances and the uncertainty surrounding a long-term funding agreement from the Government, TfL has had to reassess the scope of a number of programmes, including accessibility. TfL’s current plans will make around 34 per cent of the network step-free by the end of 2022.

384 bus [2]

Anne Clarke: Why does TfL consider the 44% drop in passenger numbers (adjusted for pandemic travelling numbers) travelling on the 384 east of Barnet Everyman Cinema since the changes, to be a success that doesn't need changing/revisiting? The High Barnet to Edgware section is doing well in terms of numbers - surely TfL want this for High Barnet to Cockfosters too?

The Mayor: Usage on the new service is up overall by 10 per cent, whereas usage was declining on the old route, with an average of only four passengers carried on each 50-capacity bus. TfL believe that this decline is likely to have continued without the change.
The 384 routeing was changed in August 2020, reducing the distance travelled by the route from 4.4 to 2.7 miles between the Everyman Cinema and Cockfosters station. The shorter routeing saved resources that were redeployed to fund its extension, providing a new and more direct link across Barnet serving Edgware, Barnet Hospital, High Barnet, New Barnet and Cockfosters, while continuing to serve areas otherwise remote from the bus network such as Westbrook Crescent and Bevan Estate.
A reduction in usage on the eastern section of route 384 was expected due to the much shorter routeing, with some passengers using alternative higher frequency routes in the area that have spare capacity. In particular, route 326 duplicates many links, serving Lyonsdown Road, East Barnet, New Barnet and High Barnet. The 44 per cent quoted omits the passengers who have transferred to route 326 and other local routes.
Overall, these changes were designed to provide a more attractive bus network and meet my Transport Strategy’s objective of an increase in travel by sustainable modes.

384 bus [7]

Anne Clarke: Why did TfL keep everyone waiting over a year after the consultation on the 384 closed in November 2018, with the community partnership specialists implying a public meeting in the meantime wasn't necessary because they would be considering other options?

The Mayor: Transport for London (TfL) considered feedback received during the consultation on proposed changes to route 384 and used this time to assess concerns raised, as well as considering other options in detail that have been made available publicly since then. After careful consideration and analysis, TfL concluded that unfortunately none of the other options provide the benefits and value for money of the original scheme proposal. A public meeting was held once TfL had completed its assessments and once a meeting was possible, given this took place in the first six months of the Covid-19 pandemic.

384 bus [4]

Anne Clarke: Residents presented TfL with an option for adapting route 383 to re-serve roads left without a service. TfL conceded that this option could work, if TfL were willing to add one more vehicle to route 383 for example (as they did when extending the southern terminus to Finchley Memorial Hospital), or reduce driver waiting time at each terminus. Route 384 could then be restored to Northfield/Castlewood Road as this would not actually take longer than their plan to double-run round Mount Pleasant Roundabout. Will TfL now consider this?

The Mayor: Transport for London (TfL) has considered options for serving Northfield/Castlewood Road directly as part of the route 384 changes. Rerouting 383 to serve these roads would mean more through passengers incurred longer journey times compared to those who would benefit from the change. An extra vehicle would also be required, which would add further cost to the network. As a result of this, none of these options have been taken forward. Full details can be found in the post-implementation report:
https://content.tfl.gov.uk/route-384-post-implementation-review.pdf
TfL continues to work with Barnet Council to add bus stops along route 384. This includes a stop at Mount Pleasant that, together with the stopping location on Lawton Road, would allow access to all residents on Northfield/Castlewood Roads with a maximum walking distance of 470 metres.

384 bus [5]

Anne Clarke: TfL seem to have stalled on the decision to introduce a new northbound bus stop for High Barnet station on Barnet Hill, closer to the lower station access path. This is despite forming part of the 384 consultation and the stated decision to go ahead with everything in the consultation. Why is the only aspect of the consultation that would improve passenger journeys in Barnet now being sidelined?

The Mayor: The original consultation for the changes to route 384 included a proposal to move the northbound bus stop for High Barnet station further south on Barnet Hill, locating it closer to the southern access ramp to the station that has a less steep gradient. The stop is served by routes 34, 84, 107, 234, 263, 307, 326, 384, 389, 606, 634 and N20. Consultation feedback raised concerns about the relocation, citing longer walks uphill to access Queen Elizabeth Girls’ school and the southern end of the High Street, which further investigation showed would have a detrimental impact.
Therefore, the option for relocating the stop is no longer considered viable and Transport for London (TfL) is assessing the feasibility of installing an additional stop close to the southern access ramp. TfL will weigh the benefits of the additional stop against increased journey times for through passengers from having three stops within 380 metres of each another. TfL will keep you updated on this.

TfL’s step free access consultation (1)

Caroline Pidgeon: While welcoming in general TfL’s consultation which commenced on 2 November 2021 on shaping the future of step-free access , can you confirm whether you personally were aware of the consultation before it commenced and whether you are content with the tone and phrasing of the questions?

The Mayor: In my manifesto I made a commitment to develop Transport for London’s (TfL) future step-free access programme in collaboration with disabled and older Londoners. This consultation is delivering on that commitment and I am delighted that the consultation has now launched and received over 2,000 responses in its first week.
I have confidence in the choice of questions used in the consultation, which were reviewed by my Deputy Mayor for Transport and had valuable input from Transport for London’s (TfL) Independent Disability Advisory Group, TfL’s Inclusive Transport Forum and other organisations representing disabled people and older people.

Disability hate crime

Caroline Russell: Disability hate crime is rising in London, while the number of prosecutions and convictions is falling. How is the Metropolitan Police Service (MPS) working with its partners to increase both prosecutions and convictions for disability hate crime?

The Mayor: We know that disability hate crimes are among the most under-reported, so while a rise in the number of offences is concerning, I am encouraged that more people are feeling confident to report what has happened to them.
The MPS has refreshed its approach to tackling hate crime, improving support to victims, providing stronger responses towards offenders and focusing on performance and outcomes. As part of this approach, they are working with CPS disability hate crime leads to improve the prosecution and conviction rate and will undertake case reviews of disability hate crime reports with the aim of improving outcomes for victims.
Both the MPS and MOPAC work with Deaf and Disabled People’s Organisations, through the Disability IAG and the Hate Crime Stakeholder Reference Group, to better understand the needs of disability hate crime victims.